Canal-boat.



No. 700,393. P atentedM ayZO, I902.

- D. H. WILCOX.

' CANAL BOAT.

(Application filed Dec. 18, 1901.)

(No Model.)

a? A A A A n\ 2 I llflmmw A \IIIIHII. Hum

[,NVENTOR.

I A-ITORNEY.

"dams 9mm 00., vumau'ma. wAsHmcmn. n. c.

UNITED STATES PATENT OFFICE.

. DANIEL H. \VILCOX, OF BUFFALO, NEVVYORK.

CANAL-'B OAT. I

SPECIFICATION forming part Of Letters Patent NO. 700,393, dated. May 20, 1902. Application filed December 13,1991. Serial No. 85,797. (No model.)

in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, and to figures of reference marked thereon, which form a part of this specification My invention relates to improvements in .regular intervals to the inner sides of the side planking 5. The application of my improved lining to canal-boats.

, Owing to the peculiar construction of canalboats there'is great danger of damage to the wooden hull and'cargo by reason of collisions, striking obstructions on the bottom of the canal, squeezing of the hull during passage through locks and in tows,--insufficient calking, or accidental dislodgement of such oalking from the seams, which results in inevitable sinking of the boat and consequent destruction of thecargo. 1

The object of my invention is to prevent the entrance of water into the cargo-space in the event of damage to the wooden hull, thereby insuring the protection of the cargo and preventing the sinking of the boat.

Another and important object of my invention isv to increase the structural rigidityof tical section of Fig. 2, taken in the line n y; and Fig. 4 is an enlarged fragmentary sectional detail.

Referring to the drawings it will be seen that I have shown my improved construction as applied to an ordinary form of canal-boat, the boats on any one canal being generally of uniform dimensions and construction, necessarily governedby the depth of water and sizeof the locks. Of this ordinary construction, as illustrated in the drawings, 11 are the bilge-keelsons, and 2 is'the center keelson. Between the two bilge-keelsons 1 1 are the transverse floor-timbers 3, set into and secured to the bilge-keelsons. Underneath the fioor-timbersB, and secured thereto, are

the bottom-planking 4. The center keelson 2 rests upon and is bolted to thefloor-timbers 3. 5 5 are the side planking, whichjare secured together and to the bilge-keelsons, by the long bolts 6. (See Fig. 4.) 7 7 are a series of vertical beams-secured at the interior of the hull is effected'substantially as follows Assuming the length of the cargo-space between the end collision-bulk- .heads to be eighty feet, I preferably employ foursteel plates 12, each twenty feet in length and of the required thiokness,which I removably secure to the vertical beams '7 in any The loweredges of well known manner. these plates 12 rest upon the bilge-keelsons 1 1, their height being regulated by the waterline of the hull when carrying its maximum load. 1 ll 11 are the end steel plates forming the collision-bulkheads and extending across the entire width ofthe cargo-space. Resting upon the floor-timbers 3 and on each side of the center keelson 2 are thetwo series of steel junction of the steeliplates-with the keelsons must also be made water-tight, and this I propose to efiect by either the wooden strips 13 or by the angle-irons 14. (See Fig. 4.) The wooden strips 13 are to be slightly beveled on.

the side next to the metal'plates, as at15, so as to make a secure lodgement for the oakum or other kind of calking. These wooden strips,

with supplementary backing-strips 16 on the opposite side of the plate, are to press firmly against the edges of the plate and are to be screwed onto the wooden framework of the boat and then calked between the wooden strips and the metal plate, thus making the water-tight joint.

If desired, the more expensive joint of the angle-iron 14 can be employed. One important feature of the wooden strips is that they can be easily removed with unskilled labor and without special tools. The same may be said of the angle-irons, which would be riveted to the plates, but which would be screwed to the wooden framework of the boat and would permit of unscrewing with unskilled labor and without special tools. Another important feature is that by this method of removable plates with unskilled labor the owner of the boat can at any time at necessary intervals temporarily remove the plates sufficiently to get at the inner sides of them and coat them with paint to prevent rusting.

It is optional where the collision-bulkheads 11 11 are to be placed. If placed as shown in the drawings, then there should be a watertight door in them, so that cargo could be stored in these spaces. Very likely the boatowner would prefer the bulkheads to be near the ends of the boat, and this would mean either cutting away each side of the cabin 17 and stable 18, so as to permit of the side plating running the full length of the boat up to these bulkheads, or if the cabin and stable remain as they are then it would be necessary to extend the side plating beyond the cabin and stable, and thus connect with the bulkheads. The spaces 19 between the side planking 5, the side plates 10, and the vertical beams 7 and the similar spaces 20 in the bottom of the hull form water-tight compartments, which in the event of the puncture of the sides and bottom of the hull or the opening of any of the seams will effectually prevent the entrance of Water within the cargospaee. 1n the same manner the collisionbulkheads at the bow and stern form watertight compartments.

It will readily be seen that with my improved construction the steel lining can be easily and quickly removed from one boat and applied to another, and the fact that the plates are of uniform size makes them interchangeable.

My improved construction is particularly applicable to old boats the structures of which have become weak through long and severe usage or where the planking and timbers have been affected by decay, and at the same time the value of a new boat as a freight-carrier is greatly enhanced by the presence of my improved. steel lining, which not only serves to prevent the entrance of water into the cargo space, but materially increases the structural rigidity of the hull by the additional stiffening of the sides, ends, and bottom of the hull, thus greatly prolonging the useful life of the boat.

I claim- 1. A boat comprising spaced keelsons and transverse floor-timbers, lining-plates disposed With their edges adjacent the keelsons and means removably connected with the keelsons and bearing against the plates for holding the latter against the floor-timbers.

2. In a boat, the combination with a keelson and floor-timbers connected thereto, of a lining disposed removably against the floortimbers and with its edges adjacent the keelson, and means engaged with the keelson and bearing against the lining to hold the latter against the floor-timbers.

3. A boat comprising a keelson and floortimbers lying at right angles thereto, a lining disposed against the floor-timbers with its edge adjacent the keelson, means removably engaged with the keelson and disposed against the lining to hold the latter against the floortimbers, and packing disposed between the holding means and the lining.

4. A boat comprisinga keelson having floor timbers lying at an angle thereto, a lining disposed against the floor-timbers with its edge against the keelson, a strip disposed in the angle between the lining and keelson and having its face adjacent the lining beveled in the direction of the keelson, packing disposed between the beveled face and the lining and the keelson, and means for holding said strip in said angle.

5. Aboatcomprisingakeelsonhavingiioortimbers lying at right angles thereto, a lining disposed against the floor-timbers with its edge adjacent the keelson, a strip disposed in the angle between the lining and keelson and having its face against the lining beveled in the direction of the keelson, packing disposed between the beveled face and the lining and the keelson, means for holding the strip in said angle, and a metallic bulkhead disposed at each end of the boat.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

DANIEL ll. \VILCOX.

Witnesses:

C. S. JOHNSON, \V. T. MILLER. 

